Posts Tagged ‘Greece 2011’

2011 10 Oct

Landing and Handling Fees      
LSZA approach and aire de jeux gonflable landing charges 15   EUR*
LIBF landing, marshalling and fire brigade 20  EUR
LGKR swissport handling (IAOPA) 29.5  EUR
  HCAA departure tax (1 pax) 12  EUR
LGMG no fees, tech stop :-) EUR
  no HCAA departure tax as in transit EUR
LGML self handling   EUR
  no departure tax (2 crew) EUR
LGSR swissport handling (IAOPA) 26.2  EUR
  HCAA departure tax (1 pax) 12  EUR
LGRP swissport handling (IAOPA) 30  EUR
  HCAA departure tax (2 pax) 24  EUR
LGKP swissport handling (IAOPA) 27.8  EUR
  HCAA departure tax (1 pax) 12  EUR
LGST self handling   EUR
  no HCAA departure tax as in transit EUR
LGMG self handling   EUR
  no HCAA departure tax as in transit EUR
LGKR swissport handling (IAOPA) 29.5  EUR
  HCAA departure tax (1 pax non.EU dest) 22  EUR
LDDU 1 day parking, landing and handling 36.5  EUR
LDLO 1 day parking, landing and pax fee 43.1  EUR*
LOWK 2 day parking, landing and ATC fee 29.55  EUR
LSZF landing for homebased 7.1  EUR*
  international arrival for homebased 13.5  EUR*
* approximate conversion from local currency    
Total     389.75  EUR
2011 10 Oct
Fuel Statistics gal liters price per l    total cost
in tank before 29 110      
remaining tente gonflable in tank 10.7 41      
LSZF (net uplift) 18.3 69 2.17 150 EUR
LSZA 19.5 74 2.14 158 EUR
LIBF 24.0 91 3.01 274 EUR
LGKR 16.9 64 2.67 171 EUR
LGMG 14.3 54 2.44 132 EUR
LGRP 23.8 90 2.52 227 EUR
LGST 16.6 63 2.68 169 EUR
LGMG 15.6 59 2.44 144 EUR
LDDU 25.9 98 2.18 214 EUR
LOWK 15.9 60 2.43 146 EUR
TOTALS 190.8 722   1785 EUR
Fuel economy: 17.1  stat. mpg 13.7   l/100km  
Average FF: 9.6   gph      
2011 10 Oct
Leg Distance flown True Flight Time  Block Time
LSZF-LSZA 101.5 00:42 00:50
LSZA-LIBF 424 02:46 02:57
LIBF-LGKR 244.4 01:40 01:49
LGKR-LGMG 199 01:26 01:36
LGMG-LGML 135.6 01:00 01:13
LGML-LGSR 71.3 00:35 00:39
LGSR-LGRP 142 00:57 01:04
LGRP-LGRP 99.3 00:44 00:48
LGRP-LGKP 71.3 00:33 00:37
LGKP-LGST 58.7 00:30 00:42
LGST-LGMG 221.2 01:38 01:55
LGMG-LGKR 198.4 01:20 01:30
LGKR-parc aquatique gonflable LDDU 197.5 01:20 01:23
LDDU-LDLO 217.4 01:33 01:35
LDLO-LOWK 180 01:15 01:21
LOWK-LSZF 279.4 01:52 02:00
TOTALS 2841 19:51 21:59
Average speed (including Takeoffs and Landings!):  144 kts  
2011 10 Oct

Since the weather forecast was stable and also quite nice, we decided to extend our stay at Klagenfurt by another day :-) On Sunday, when we were going to leave, the forecast had a deteriorating trend however… So we chose to depart just after checking out of the hotel around noon. Weather held up nicely and only late in the evening, the cold front approached from the vente parc gonflable west. Got to say hello to my buddies from work on the way home, crossing through the LSZH TMA, high above our apartment, in a continous descent towards Birrfeld.

What an awesome trip. And a great performance by the plane, solid numbers at even the edges of the weight and balance envelope and no technical issues to write home about :-)

Planned Distance: 271.2 NM
Actually Flown Distance (TO to LDG): 279.4 NM
Top Ground Speed: 180.2 kts
Average Ground Speed: 140 kts
True Flight Time: 01:52
Block Time: 02:00

2011 10 Oct

Losinj airport was very easy going, although not cheap. Had to do customs/border stuff since we left Croatia (not yet E.U.) to Austria (E.U.) which all went very smoothly. For the first time, weather really was a factor during the parc gonflable flight. First had to dodge some low clouds /hazy conditions and then, when crossing the alps, there were quite a few broken cumulus in the way. Hence the route wasn’t the usual straight line.

Planned Distance: 130.6 NM
Actually Flown Distance (TO to LDG): 180 NM
Top Ground Speed: 188 kts
Average Ground Speed: 144.2 kts
True Flight Time: 01:15
Block Time: 01:21

2011 10 Oct

The flight from Dubrovnik to Losinj went all at low altitude along the published VFR-Adria routes. Waypoints/routes needs to be prepared but other than that no problem. The routes are somewhat problematic though, in that there was quite a bit of opposite traffic and at the same altitudes in very hazy conditions. FIC was a great help and prevented quite a few potentially nasty encounters. One of the only aha-moments regarding the planning was when 20min before landing, the controller told us that Losinj was going to close in like 28minutes… Ooops. We had expected (and verified) opening times until sunset during planning about a vente chateau gonflable month before the trip. Answer was in a cryptic trigger NOTAM for some AIC that was not apparent as such. Also, Jeppesen had not had the opportunity to publish the new times yet. Not a very user friendly way to publish opening times. The Greek way of doing it in cleartext in the NOTAM is much more convenient and useful.

Since we only spent one night in Losinj, we barely caught a glimpse of what the island has to offer. The “Mare Mare Suites” Hotel was very nice and we ate some great fish at restaurant “Barracuda”.

Planned Distance: 215 NM
Actually Flown Distance (TO to LDG): 217.4 NM
Top Ground Speed: 162.9 kts
Average Ground Speed: 139.3 kts
True Flight Time: 01:33
Block Time: 01:35

2011 10 Oct

After another nice stay at the Arkadion Hotel in downtown Kerkira, we left Greece for Dubrovnik, Croatia. This leg was quite interesting in the planning phase as there is little documentation to be found, e.g. on Airspace and Procedures in Albania, which is a “black hole” what General Aviation is concerned. Also, several FIR’s were involved.
Again, flying the leg turned out to be much easier than expected. Controllers were very professional with good English, even in Albania and we were able to cruise at FL85 on what turned out to be almost a direct to destination track. Apparently, the biggest problems in that area are to be expected from flightplan submissions going wrong (i think it has to do with systems unable to detect all FIR’s crossed if you don’t file the right waypoints) and then the flight being rejected.

Fortunately, our submission through homebriefing worked fine and in no time we were on approach to Dubrovnik. The airport is situated on a small elevation above the sea, with the runway being of the curved hilltop type. This made for a vente structure gonflable firmer than usual landing, not bad, and the visual impression of the uphill slope just feels very weird.

Dubrovnik itself was excellent, nice old town and good food, as in Greece. However, in comparison, price levels are significantly higher except for maybe Santorini. Stayed at a great and new hotel “Adria” situated above the new port, but only recommended if you have a car available.

Planned Distance: 207 NM
Actually Flown Distance (TO to LDG): 197.5 NM
Top Ground Speed: 174.2 kts
Average Ground Speed: 147.3 kts
True Flight Time: 01:20
Block Time: 01:23

2011 8 Sep

Megara was again a pleasure. Quick turnaround, easy fueling, and efficient ATC. About the only thing missing was a cold coke machine ;-) Now, if it also could be used directly from Croatia, it would be perfect.

Easy flight to Kerkira, IFR feeling vente toboggan gonflable in VMC conditions. Great ATC all the way. Listening to some Swiss music only broken by radio chatter on FL85…

Kerkira was very busy at arrival. But we knew things from the first time and handling just got us out for the evening. All the paperwork was done the next day before departure.

Planned Distance: 194 NM
Actually Flown Distance (TO to LDG): 198.4 NM
Top Ground Speed: 180.1 kts
Average Ground Speed: 150.15 kts
True Flight Time: 01:20
Block Time: 01:30

2011 8 Sep

Fueling went pretty smoothly, until the Olympic DH8A serving Sitia arrived ;-) Well we already had the fuel, but felt like paying, so we waited *G*. Apparently this isn’t granted in Greece… A cashier in a department store joked when we bought an item that wasn’t theft protected: “Why didn’t you just take it? *G*” Oh well…

Takeoff in cross-windy Sitia was again quite the challenge, even more so than the landing. The ground handling and weathervaning of the tail being quite a hand / feet full. Glad the RV takes off so quickly and the RWY itself was plenty big as well.

Sitia was also one of these AFIS fields that tried to play ATC. So he held us on ground for about 12minutes before he let us go, applying some kind of procedural IFR separation or whatever. We could have been airborne in the first minute and since it was VFR/AFIS technically there should have been no restriction. Fortunately the 30kt wind was helping keep temperatures down vente toboggan aquatique gonflable with the engine already running.

The flight itself was smooth, got a great clearance from Heraklion to climb to FL85 and we flew back economically and with less headwind over Santorini/Milos heading to Megara. The next downfall literally was another procedural (and probably non-ATC) FIC operator, which apparently couldn’t think 2 minutes ahead… Anyway, she ended up requiring us to descend from FL85 to 2500ft in about 15NM! Very uncomfortable experience with ears popping and a large temperature change. Based on the way she acted previously, i was already expecting a smooth letdown through the Athens TMA.

The approach into Megara was easy, with only about 7kts westerly winds. 

Planned Distance: 227.7 NM
Actually Flown Distance (TO to LDG): 221.2 NM
Top Ground Speed: 169.4 kts
Average Ground Speed: 136.1 kts
True Flight Time: 01:38
Block Time: 01:55

2011 8 Sep

Since all our places of interest in Karpathos were very close to the airport, we were able to get some nice pictures with a wide rigth turn departure.

Handling went great again with the same friendly staff from Swissport Karpathos as on the arrival. Also, things went remarkably smoothly in Greek terms, meaning we could fill all papers and pay all fees in the same office :-)

Also, Karpathos proved our simple yet efficient gust lock designs… They held up to the strongest winds and gusts of at least 40kts during our stay without causing any scratches, damages, falling apart or whatever nasty thing could happen.

It was only a short flight to the local fuel station, Sitia.
The wind situation there however was quite extreme. With 300° at 30kts for RWY 23.
You can see the extreme crab angle in some of the pics. GPS puck to spinner tip is the reference aircraft centerline. And yes, it was a smooth landing and yes, it was even a very well established approach. Wing low decrab in the flare works brilliantly with the RV, much vente parcours obstacle gonflable better than with some other planes i’ve flown.
And yes, I am glad we built the -A version, and no, I wouldn’t want to do it in a taildragger.
The ground handling after the landing was trickier than the landing itself.

Planned Distance: 53.3 NM
Actually Flown Distance (TO to LDG): 58.7 NM
Top Ground Speed: 156.9 kts
Average Ground Speed: 119.3 kts
True Flight Time: 00:30
Block Time: 00:42